Even the greatest of today’s cars have their downsides. Category by category, CAR’s road testers highlight the weaknesses you won’t hear about from anybody else<\/p>[\/et_pb_text][et_pb_text module_class=”fp-byline” _builder_version=”4.20.4″ _module_preset=”default” text_orientation=”center” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]
Words<\/b><\/span> Ben Miller<\/span><\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/PORSCHE-911-.jpg” title_text=”PORSCHE 911″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n The best and most obvious sports car money can buy. Engine in the back, boot up front, gorgeous from end to end.<\/p>\n What\u2019s so good about it?<\/strong><\/p>\n The multi-disciplinary skillset \u2013 the 911 boasts a multi-disciplinary skillset so broad it makes Childish Gambino look like a one-trick pony. It\u2019s a design icon coveted worldwide, its characterful rear-mounted flat-six engine is unique among peers (most use V8s), and it\u2019s a breeze to use daily (small rear seats, ace visibility, luggage space etc). But above all it\u2019s about the drive \u2013 the gorgeous steering and control weights, the intoxicating build of that flat-six as it spins towards the redline, and the combination of a front unburdened by weight and a rear pinned down by it that makes it so intuitive to drive. Dynamically, the 911 should be a basket case. Nothing about it makes much sense \u2013 until you get behind the wheel. Forget the wayward handling of legend, the 911 is easier to hang onto than some mid-engined alternatives.<\/p>\n There\u2019s a lot of 911s to choose from, too; coupe, convertible or Targa; rear- or all-wheel-drive; milder-mannered Carreras, rocketship 911 Turbos or (relatively) pared-back Ts, and flat-sixes that both look to the future with hybridisation and keep the naturally-aspirated flame alive in the case of the rev-happy GT3. No wonder the 911 tends to retain cash like Warren Buffett in a recession and has endured as a benchmark for so long.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/PORSCHE-911-3.jpg” title_text=”PORSCHE 911 3″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n It\u2019s a five-star car, so not much, but the 911 is a big, quite refined car these days. Some even say it\u2019s no longer a sports car but a GT, with the Cayman and Boxster the purer expressions of Porsche\u2019s ancestral sports car roots. And the 911\u2019s no longer the affordable icon, either. You\u2019ll need \u00a3100k in the UK, or $130k US, and when it comes to GT3 variants, Porsche might not even let you have one, such is demand.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n Much more than just another iconic luxury SUV, the Range Rover is the original luxury SUV. When it arrived in 1970, it broke new ground by combining the all-terrain capability of a Land Rover with the comfort, style and refinement of a big saloon. More than half a century later, we\u2019re still only on the fifth-generation Range Rover, the model evolving \u2013 much like that other great European automotive icon, the Porsche 911 \u2013 with each new generation without ever risking alienating loyalists or breaking with tradition. <\/p>\n What\u2019s so good about it<\/strong><\/p>\n Have you looked at one recently? The Range Rover is a design masterclass: clean, uncluttered and at once both recognisably a Range Rover yet totally modern. Its creator said of the Range Rover, \u2018People don\u2019t need our cars, they desire them,\u2019 and the current Range Rover is monstrously desirable \u2013 a four-wheel-drive Rolex Daytona or Hermes Birkin. And while many cars are either good off-road or comfortable on it, the Range Rover is both. Sublime on long highway runs, unstoppable in the mud and outrageously versatile, it\u2019s the ultimate family car for those fortunate to have the budget. Comfort is next level. Almost regardless of speed or road surface, this thing cossets, with a pillowy soft ride even on really big wheels. Smaller wing mirrors, active noise cancelling, a stiff body structure and details like the front differential being mounted directly to the engine, to use the motor as a mass damper, all add up to a sumptuously, near-silent car on the road.<\/p>\n It\u2019s also good to drive. You sit high, with fantastic visibility. The steering is ideally weighted, neither scary light nor pointlessly heavy, and with a precision that helps the car feel smaller than it is. Bodyroll is well controlled, particularly in Dynamic mode, the Range Rover moving a little on its suspension on turn-in before settling and holding a line with its physics-defying combination of anti-roll control, torque vectoring (braking individual wheels to help turn the car) and intelligent all-wheel drive. Yes, this is still a big car. But it\u2019s so much easier to thread through urban streets and manoeuvre in tight spaces on and off-road than before. The impressive rear-wheel steering is key here, giving this big flagship an approachable and less intimidating character than before.<\/p>\n Several powertrain options are available, including the P460e plug-in hybrid, but we\u2019d save \u00a310k and throw things right back with the diesel six, the D350. Quiet, smooth, torquey and blessed with north of 500 miles of range, it\u2019s a great fit. The P530 V8, derived from a BMW engine, is charming, with a burly engine note and far more performance than is required. It\u2019s excessive, certainly, but this life isn\u2019t a dress rehearsal. Treat yourself.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/RAGE-ROVER-2.jpg” title_text=”RAGE ROVER 2″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n Where previous Range Rovers suffered with handling vagueness and troublesome wallow, the current-generation car banishes both. But don\u2019t think for a moment the Range Rover can corner like a performance SUV. Get ham-fisted or greedy with the speed and it will protest, and the stability is clumsy if it feels compelled to step in. It\u2019s also punchily priced, with even entry-level models priced above \u00a3100k, and SV models motoring up towards half a million. Mostly the product lives up to the piece, but those looking forward overt luxury in the cockpit will be disappointed. Where Bentley makes it very clear where it\u2019s spent your money, with lavish materials and ostentation, the Range Rover\u2019s vibe is very different. It\u2019s more restrained, stark even, and embodies an unfussy approach to luxury.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n The Renault 4 E-Tech is the slightly more practical version of the Renault 5, also one of our favourite EVs of the moment. It\u2019s the same platform and battery underneath, and the same dashboard and infotainment \u2013 which is no bad thing given that it\u2019s a cute, well-finished dash and a user-friendly system with integrated Google Maps. As with the 5, you get a 52kWh battery for a 247-mile range, but the Renault 4 is a touch longer, a touch boxier, and is usefully more spacious in the back.<\/p>\n What’s so good about it?<\/strong><\/p>\n You could live with the Renault if you\u2019ve got a small family \u2013 especially as the 420-litre boot is actually bigger than the boot in a VW ID. 3. Only the Ford Puma Gen-E offers a bigger boot at this sort of price.<\/p>\n It’s a great all-round package. It\u2019s neatly, wittily styled (especially if you go for one of the top two trims that get the owl-eyed, illuminated grille), it\u2019s fun and light-footed to drive, the range is good enough for most drivers to live with, and the price is great. And it makes people smile, including the driver.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/RENAULT-4-4.jpg” title_text=”RENAULT 4 4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n We can manage one proper complaint, and some vague, theoretical quibbling. Proper problem first: it’s difficult to be confident that you’ve engaged D when you want to go forwards or R when you want to go backwards. For the most part, that’s no big deal, and will be very familiar to a generation of Volvo drivers. Where it does become a problem is when you’re doing a three-point turn and trying to juggle D and R with some haste; you fluff one change, you get flustered, you fluff another, and so on, down into Hell. Relatedly, there are just too many stalks to the right of the steering wheel, and you’ll have to get used to being known locally as that Renault driver who likes wiping the windscreen on sunny days.<\/p>\n The other issue, the non-issue issue, is the whole retro thing. In a nutshell: you can see that the new electric 5 takes the shape and concept of the original 5; but if the 4 lost its badges, there’s little connection between this car and the long-running original. Once you start overthinking it, it all seems a bit silly, like wearing spats and plus fours to the supermarket. Also, there’s an optional baguette holder.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n The smallest, simplest and most fun BMW M car money can buy, and our pick of the (admittedly not large) small coupe world. On borrowed time these days, the M2 is something of a parts-bin special \u2013 a modified 2-series monocoque stuffed with a bunch of M3\/M4 parts and systems. Of course, this is not a new page in the M playbook \u2013 the previous M2 used a similar recipe \u2013 and adopting a bunch of M3\/M4 components is a fine idea. What\u2019s more, despite the shared DNA, the M2 has a character all of its own; edgier than its bigger sibling, and keener to have a good time.<\/p>\n What’s so good about it?<\/strong><\/p>\n The M2\u2019s appeal is midway between the focused flickability of a purebred sports car and the big-lunged punch of a muscle car. Like the bigger M4, front-axle grip is superb, making the BMW all but immune to understeer. And from there you can set about toying with the car\u2019s fantastic balance as you want. Get busy on the throttle in something like the right gear and the way in which you can intuitively rotate the M2 through turns is both rewarding and straightforward, the rear tyres happily heading into that malleable grip\/slip grey area with a linearity that breeds enormous confidence. The quick steering helps too, and with that multi-stage traction control on hand to catch you should you fall, the M2 sets you free to enjoy yourself. Where the M3 and M4 major on awesome ability, the M2 has an addictive playfulness; a distinctly looser and more fun-loving character<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/BMW-M2-.jpg” title_text=”BMW M2″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n The M2 is no longer small, and worryingly close to the bigger M4 across a lot of its spec sheet. The M2\u2019s 1887mm wide, weighs 1775kg with the six-speed manual gearbox (1800kg with the auto) and runs 0-62mph in 4.3 seconds (4.1 seconds for the auto). The M4 Comp is same width, the same weight and sits on the same Michelin Pilot Sport 4S tyres. So the M2 isn\u2019t a smaller, lighter car \u2013 just a different take on the same fundamentals. And all that weight blunts its power-to-weight ratio, which is a little over 250bhp per tonne (the Cayman GTS clocks in at more like 281bhp per tonne), helping explain why the M2 never feels as accelerative as the numbers suggest it should.<\/p>\n Some of its basics aren\u2019t as good as they should be, either. Why Honda can nail this stuff in the Civic Type R but BMW can\u2019t is beyond us, but the Civic Type R has a nicer manual gearbox than the M2 (sweeter action and the lever\u2019s closer to the wheel \u2013 the BMW\u2019s feel like it\u2019s high and somehow behind you), sweeter steering (more feel, more natural) and better brakes (firmer pedal, progressive action).<\/p>\n And then there\u2019s the engine. The BMW\u2019s engine sounds pretty good, its six-cylinder high notes underscored by the dull thud of discharged pressure. But it\u2019s not a patch on a Porsche flat-six, and particularly the naturally-aspirated flat-six that just went off sale in the Boxster\/Cayman GTSs and GT4s.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n The F80 is the ultimate roadgoing Ferrari. Every last piece of knowledge and experience that Maranello has accumulated over the last 80-plus years, distilled into a single hypercar, and a successor to lauded cars like the F40, F50, Enzo and LaFerrari. It\u2019s Ferrari\u2019s latest once-per-decade statement, and it\u2019s a huge deal.<\/p>\n What\u2019s so good about it?<\/strong><\/p>\n It’s fiendishly capable around a track. Of course it is. That\u2019s what 1183bhp and 1000kg of aero load does. But it\u2019s the fact that it can match this with genuine roadgoing ability that makes the F80 so special. We tried to fault it, we really did. But despite throwing some of the worst roads that Italy has at it, the F80 was mesmerisingly good on the public highway. Fun, usable and bloody fast. It defies logic.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/FERRARI-F80-1.jpg” title_text=”FERRARI F80 1″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n For a start, it\u2019s over \u00a33m and they\u2019re all sold out. But also, it\u2019s Ferrari\u2019s top-of-the-line model and it\u2019s not a V12. It\u2019s a V6 hybrid. That doesn\u2019t impact the driving experience in the slightest \u2013 not once do you find yourself wishing for more performance. But it does mean it doesn\u2019t sound anywhere near as good as Ferrari hypercars of old.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n When it arrived half a decade ago, the marketing spin on the Roma was \u2018la dolce vita\u2019 \u2013 all vomit-inducing fluff around beautiful people in beautiful places in a time that\u2019s no longer with us (sadly). But you know what? To drive a Roma is to slip into a world apart from the one we live in; a sexier, more fun world that\u2019s a joy to visit and wrench to leave.<\/p>\n What\u2019s so good about it?<\/strong><\/p>\n The Roma\u2019s template is timeless: gorgeous coupe silhouette, engine up front, 2+2 cab slung at the back. It looks fabulous \u2013 understated and elegant where its mid-engined stablemates are so faddy and fussy \u2013 and it\u2019s fabulous to drive, too; compliant and comfortable yet crazy-fast and impressively accessible for a car this potent.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/FERRARI-ROMA_CAR-MAGAZINE-%C2%A9JORDAN-BUTTERS-7.jpg” title_text=”FERRARI ROMA_CAR MAGAZINE \u00a9JORDAN BUTTERS–7″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n It\u2019s nearly gone. The Roma\u2019s had its time, and the car that replaces it \u2013 the Amalfi \u2013 is incoming. Ferrari\u2019s recent move back towards a physical engine start button and more sensible haptic steering-wheel controls bodes well for the Amalfi, and should address the Roma\u2019s one real vice, namely its complex and overly fussy infotainment. Yes, it gets better with experience. But you could drive an early Roma to the moon and back and not get the hang of some its infuriating controls.<\/p>\n The only other Roma flaws are its engine noise, which is a little flat, being turbocharged, and the fact that its agile, rear-drive set-up might be a little too agile for those looking for a softer, more forgiving GT. Bentley sells the right car for these people. Talking of British rivals, Aston\u2019s Vantage is also better than it\u2019s been for generations, and a hugely tempting alternative to Maranello\u2019s masterpiece.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it? <\/strong> What\u2019s so good about it?<\/strong><\/p>\n Er, well\u2026 everything really. It handles fabulously \u2013 from the base-spec, low-engined ones to the hardcore M3 CS versions \u2013 and it\u2019s hugely flexible. Like the X5, BMW\u2019s plug-in hybrid powertrains make it a company-car dream, its interior feels good and works well and it\u2019s managed to not entirely be beaten by BMW\u2019s modern-day ugly stick.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/BMW-3-SERIES2.jpg” title_text=”Fabian Kirchbauer Photography” align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n It\u2019s a little bit unimaginative, right? Given the 3-series took over from Mondeo Man as the car for aspirational go-getters, having one on your drive doesn\u2019t really say a lot about you any more. And the M3 models, while brilliant, are saddled with that mole-rat grille arrangement we\u2019re still struggling to get used to.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n Land Rover was always going to reinvent the Defender, the name plate previously worn by the last models in bloodline that stretches back to the company\u2019s very genesis, in the middle of the last century. But it took its sweet time, airing concepts now and again, gauging reaction, and pressing the big red button only when it was sure it\u2019d absolutely nailed the brief. The result is sensational. Superb off-road, great on it, good looking and wildly successful; after more than five years on sale, Land Rover can\u2019t build them fast enough. The Defender\u2019s available in three body styles, so you can choose shorty and agile 90, family-friendly 110 or luxo-barge 130.<\/p>\n What\u2019s so good about it?<\/strong><\/p>\n The styling is knockout, with huge road presence. And Land Rover took what made the original Land Rover great and bettered it on every front while making the new car a thoroughly modern vehicle. This is not the old Defender updated \u2013 that\u2019s the Ineos Grenadier. This is a comfy, versatile family car that crawls boulder fields in its spare time. Great range of engines, too, and the well-heeled can spend big on the Defender Octa, a Dakar-ready powerhouse that\u2019s miles better than the regular car on road and off it.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/DEFENDER-5.jpg” title_text=”DEFENDER 5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″] What\u2019s wrong with it?<\/strong><\/p>\n Defenders are expensive, no getting away from it, and Land Rover reliability \u2013 while much improved \u2013 can still be a worry, particularly when you\u2019re buying outright rather than financing new. Actual flaws are few and far between. The lack of rear-wheel steering can make the 110 and 130 feel cumbersome at parking speeds. The 90 looks cool but it\u2019s ridiculously compromised in terms of practicality and space, managing sub-three-door-hatchback levels of practicality in an SUV\u2026 The Defender\u2019s also a big, heavy car, meaning fuel economy\u2019s never great and, while it\u2019ll leave an old Defender for dead on any road, the current Defender can\u2019t hustle a canyon road like a Porsche Macan GTS or Range Rover Sport. But that\u2019s fine. In fact, that\u2019s why we love the Defender so much. It\u2019s not in a hurry, it\u2019s got bags of character, and residual values are right up there with the best.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n A small but perfectly wild four-wheel-drive hot hatch that looks like a rally car because it is one. It also produces an ungodly amount of power from a not very large engine. Special and unique, it shot to the top of our hot hatch rankings upon release. <\/p>\n What\u2019s so good about it?<\/strong><\/p>\n It may be all-wheel drive but it\u2019s as playful as the best hot hatches, and the fact it can be had with a (very good) manual gearbox makes it feel like a unicorn in this day and age. It\u2019s faster than anything this small has any right to be, it\u2019s sure-footed no matter what the weather and its almost entirely mechanical-feeling control weights make it an enthusiast\u2019s dream.<\/p>\n What\u2019s wrong with it?<\/strong><\/p>\n It can be a bit of a headache as a daily driver \u2013 quite literally. Lightweight materials might be great for handling, but that also means it\u2019s light on soundproofing. The rear seats aren\u2019t that useful for people with heads, either.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″] What is it?<\/strong><\/p>\n The X5 is BMW\u2019s most versatile SUV, and it\u2019s been a big player for decades, helping kick off BMW\u2019s \u2018sports activity vehicle\u2019 marketing nonsense 20-odd years ago. It\u2019s BMW\u2019s Cayenne, basically, and the plug-in hybrid version of it is arguably the X5 at its best. <\/p>\n What\u2019s so good about it?<\/strong><\/p>\n Very much like the Cayenne, the X5 is an extremely usable family car from an attractive and prestigious brand that\u2019s also a dream to drive \u2013 flying in the face of some of the normal conventions of fat, heavy and inert SUVs. The plug-in hybrid model is arguably the best version, mainly because of its hugely usable driving range (between 60 and 70 miles) and generally smooth powertrain. The fact that it\u2019s heavier than a regular one and yet doesn\u2019t feel it when you\u2019re at the wheel makes you think BMW\u2019s engineers might be wizards.<\/p>\n What\u2019s wrong with it?<\/strong><\/p>\n Let\u2019s be honest, an X5 always gives off a particular image to many on the road. It\u2019s not quite as subtle and svelte as a Volvo XC90 that is also a very good plug-in hybrid, so you\u2019ll usually get some fruity hand signals flung your way \u2013 even if you\u2019re driving like a saint.<\/p>[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][\/et_pb_section]\n","protected":false},"excerpt":{"rendered":" Even the greatest of today’s cars have their downsides. Category by category, CAR’s road testers highlight the weaknesses you won’t hear about from anybody else<\/p>\n","protected":false},"author":14,"featured_media":3495,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","_lmt_disableupdate":"","_lmt_disable":"","footnotes":""},"categories":[21],"tags":[],"class_list":["post-3470","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-feature"],"acf":[],"modified_by":"kschwarz","_links":{"self":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/3470","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/users\/14"}],"replies":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/comments?post=3470"}],"version-history":[{"count":3,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/3470\/revisions"}],"predecessor-version":[{"id":3508,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/3470\/revisions\/3508"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media\/3495"}],"wp:attachment":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media?parent=3470"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/categories?post=3470"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/tags?post=3470"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}The world\u2019s best sports car: Porsche 911<\/h2>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best luxury car: Range Rover <\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/RAGE-ROVER-3.jpg” title_text=”RAGE ROVER 3″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best electric car: Renault 4<\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/RENAULT-4-2.jpg” title_text=”Renault 4 – Vert Haut de France – Photos” align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best sports coupe: BMW M2 <\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/BMW-M2-2.jpg” title_text=”BMW M2 2″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best hypercar: Ferrari F80<\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/FERRARI-F80-.jpg” title_text=”FERRARI F80″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best GT: Ferrari Roma <\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/FERRARI-ROMA_CAR-MAGAZINE-%C2%A9JORDAN-BUTTERS-5-cover.jpg” title_text=”FERRARI ROMA_CAR MAGAZINE \u00a9JORDAN BUTTERS–5 cover” align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best saloon: BMW 3-series <\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/BMW-3-SERIES.jpg” title_text=”Fabian Kirchbauer Photography” align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
Quite possibly the one car to rule them all. The BMW 3-series is the do-everything-yet-please-everyone small executive car that still dominates the competition more than 50 years on.<\/p>\nThe world\u2019s best SUV: Land Rover Defender <\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/DEFENDER-4.jpg” title_text=”DEFENDER 4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best hot hatch: Toyota GR Yaris<\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/GR-YARIS.jpg” title_text=”GR YARIS” align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]
The world\u2019s best plug-in hybrid: BMW X5 PHEV<\/h2>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/BMW-X5-.jpg” title_text=”BMW X5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]